Mechanism for improving the dirigibility of ships, submarines, and aircraft



Sept. 28, 1943. BRIGGS 2,330,674 MECHANISM FOR IMPROVING THEDIRIGIBILITY 0F SHIPS, SUBMARINES, AND AIRCRAFT Filed 00" 19, 1939 4Sheets-Sheet l 4 -1 47 362M C 1%: y; 2595 ATTORNEY Sept. 28, 1943. H. c.BRIGGS 2,330,674

MECHANISM FOR IMPROVING THE DIRIGIBILITY OF SHIPS, SUBMARINES, ANDAIRCRAFT Filed on. 19, 1959 4 Sheets-Sheet 2 I N VEN TOR.

BY 6 w AYLTORNEY 7 Sept. 28, 1943. H c. BRIGGS MECHANISM FOR IMPROVINGTHE DIRIGIBILITY OF SHIPS, SUBMARINES, AND AIRCRAFT Filed Oct. 19, 19394 Sheets-Sheet 5 aemw e am a Y a INVENTOR.

ATTORNEY Sept. 28, 1943. H. c. BRIGGS 2,330,674

MECHANISM FOR IMPROVING THE DIRIGIBILI'IY OF SHIPS, SUBMARINES, ANDAIRCRAFT Filed Oct. 19, 1939 4 Sheets-Sheet 4 L za-58" H I I 5 a; 3?fife. E

A33 TEE-3'1.-

2o 5 w i 34 43 7 A55 /Q g w 66/" 64 INVENTOR.

Patented Sept. 28, 1943 UNITED STATES PATENT OFFICE MECHANISM FOR GIBILITX OF SHIP AIRCRAFT Henry C. Briggs, Brooklyn, N. Y, ApplicationOctober 19, 1939; "serial No. 3%,250

Claims. (Cl.

Another object of my invention sto provide a i system ancillary to themain propulsion'system of a ship or vessel which increasesthe'p'recision with which the ship or vessel responds to the helm,thereby enabling large s'hipsto be Tmaneuvered =within minimum areas ofwater such as encountered in the docking of ships.

Still another object of myin'vention isto pro.- -cide a system ofmaneuvering vessels in which -a.-plurality of ducts extend through thevessel in directions-adapted forthe developing "ofjcontrollable andreversible forces useful in precisel-ygcwerning the path of movement ofthe vessel.

A further object "of myinventionis to provide an improved system formaneuvering ships in:

which conduits extend from pumps within the ship to intake anddischargep'ositions in the hull of the ship and which the speed anddirection of the pumps arecontrollable from the navigating positionon-the ship for a'ccurately maneuvering-the ship under control of forcesdeveloped by the pumping of water in either directionthrough theconduits. v

-A still further object of my invention is to provide a system fornavigating pumping machinery is disposed in thehold of the vessel andconnected through curvedjco'nduits to selected intake and dischargepositions in. the sides of the -hulland substantially above the positionof the pumping machinery within the vessel whereby the mass of thepumping machinery tends tolower the center of gravity of the vessel.

Another object of my invention is to provide a system of curved conduitsfor installation in vessels by which the sea water maybe directed inconfined paths downwardly from positions of intake to pumping machineryin the lowermost portion of the hold of the vessel and discharged in aconfined path upwardly therefrom through the. hull of the vesseland'wherein the speed and vessels/in which IMPROVING THE n m-SUBMARINES, "AND 114-451) direction"of'rnovement of the pumpingmachinery controllable from the navigating posiis readily tion of thevessel.

Still another objector myinvention is to provide a system of fluidconveying ducts extending through a vessel and through a reversible pumpwherein the fluid conveying ducts are directed in such mannerfastodeliver controlled maneuvering forces adjacent the sides of the null forfacilitating the navigation of the vessel.

A further object of'my invention is to provide an arrangement of'ductsextending through the hull of a vessel wherein the ducts terminate in aduct common to all of the ducts and lead to a reversible pumpcontrollable for pumping sea water in either direct-ion through theducts.

A still further object of my invention is top ro- "vide a system ofducts -forming passages for pumping seawater in a confined path throughthe hull of a vessel wherein the pumping machinery may be arranged outof direct alignment with the path through the ducts but efiectivelyconnected therewith for pumping sea water through thelducts in eitherdirection.

.Another object of my invention 1 to provide a system of curved ductsfor pumping water in a confined path through the hull of a vessel whichthe pumping machinery may be arranged out of transverse alignment withthe intake and discharge ends of the curved ducts and controlled toimpart by the pumping of the'sea Water,

maneuvering forces to the vessel. 7

Other and further objects of my invention reside inthe arrangement ofcurved ducts extending through the hull of avessel with series connectedreversible pumping means and controlled valves arranged in the ducts fordeveloping by a pumpingoperation through the ducts, navigating andmaneuvering forces forthe vessel as set forth more fully in thespecification hereinafter following by reierence to the accompanyingdrawings, in which: U

V Figure 1 is a plan view showing a vessel having the maneuvering systemof my invention installed thereon employing curved conduits formed onaxes having their centers on opposite sides of the amidship section ofthe vessel; Fig, 2 shows a modified arrangement of curved conduits whichare formed on centers adjacent the bow and stern of the vessel; Fig. 3illustrates a vessel having a composite: arrangement of the conduitsillustrated in Figs. 1 and 2 with a'common connection betweenjtheconduits adjacent each end of thevessel; Fig. 4 shows the application ofmy invention to a vessel wherein curved conduits are employed Fig. 6shows a modified arrangement of conduit system which combines theadvantages of the conduit arrangements illustrated in Figs. 2 and Fig.'7 illustrates a system of curved conduits in which transverse conduitsand conduits curved on centers on opposite sides of the amidship sectionof the vessel are combined and wherein sep-- arate conduits are locatedadjacent opposite ends of the vessel and looped to reach the position ofthe pumping means; Fig. 8 illustrates a further modified arrangement ofconduits in which separate bent conduits extend from pumping meansadjacent the bow and stern of the vessel and project through the vesseltoward the amidship section thereof and terminate at opposite sides ofthe hull of the vessel; Fig. 9 illustrates an arrangement similar tothat shown in Fig. 8 except that the bent conduits extend to oppositesides of the bow and stern of the vessel from the pumping machinery;Fig. 10 shows an arrangement of conduits which combines the advantagesobtained by the arrangement of conduits illustrated in Figs, 8 and 9 andin which the common conduits leading from the pump ng machinery connectto the conduits which extend inopposite directions through the sides ofthe hull; Fig. 11

.shows an arrangement of conduits in which the pumping machinery islocated adjacent the bow and stern of the vessel but in whichthe intakeand discharge ports terminate at the sides of the hull adjacent theamidship section of the vessel; Fig. 12 shows an arrangement of ducts inwhich transversely extending conduits have the pumping machinerydisposed in series therewith adjacent the bow and stern of the vesseland in which additional conduits extend from the pumping machinerythrough opposite sides of the hull in positions fore and aft of theamidship section of the vessel; Fig. 13 shows an arrangement of conduitssimilar to that illustrated in Fig. 12 except that the angularlyarranged conduits are extended to positions. on opposite sides of thebow and stern of the vessel; Fig. 14 shows a modified arrangementof ductsystem wherein four pumping systems are provided withangularly extendingconduits projecting from pumping systems located adjacent the bow andstern through the opposite sides of the hull in positions remote fromthe amidship section of the vessel combined .with ducts substantially inthe arrangement shown in Fig. 12 but located adjacent the amidshipsection ofthe vessel; Fig.'15 shows an arrangement of vessel in whichthe pumping machinery is arran ed adjacent the bow of the vessel and theconduits extended diagonally in opposite directions through the vessel;Fig. 16 illustrates an arrangement of conduits in which a singlereversible pump is employed in association with conduits which arediagonally disposed and extend through the hull in opposite directions;Fig. 1'7 illustrates an arrangement of reversible pumps individual toeach of four conduits extending-in diagonal directions through the hulland terminating on the starboard and port sides the eo g, 8 shows anarra gement of pains of conduits disposed at substantially with respectto each other adjacent the bow and stern and extending through oppositesides of the hull of the Vessel and operating under control of pumpingmachinery common to each pair of conduits; Fig. 19 illustrates anarrangement of conduits for obtaining a greater distribution ofmaneuvering forces at the sides of the hull of the vessel in which threealigned conduits pass through the hull of the vessel adjacent the bowand stern and provide confined paths for the forcing of fluid throughthe vessel by pumping machinery common to each set of conduits; Fig 20illustrates .an arrangement of conduits in which diagonally disposedconduits are spaced substantially 30 from each other with respect to atransverse axis through the vessel and pumping machinery interposed atthe juncture of the conduits for controlling maneuvering forces atopposite sides of the vessel; Fig. 21 shows the manner of shifting theangular disposition of the diagonally extending conduits fordistributing'the maneuvering forces adjacent the bow and stem andadjacent the amidship section of the Vessel; Fig. 22 illustrates anarrangement of conduits within the vessel for facilitating the forwardand rearward drive of the vessel in which the conduits extend in curvedpaths substantially in a longitudinal direction through the hold of thevessel and serve to overcome head resistance at the bow and drag at thestern; Fig. .23 shows an arrangement of arcuate shaped conduits forvessels in'which the pumping machinery is located adjacent the port andstarboard amidship section, the arrangement of conduits being such thatthe vessel may be readily maneuvered, propelled orchanged in directionof movement; Fig. 24 shows a further modified arrangement of conduits inwhich a single reversible pump may be employed for effectivelymaneuvering a vessel by forces delivered through arcuate shapedconduits. arranged along substantially convex axes with respect to thebeam of the vessel; Fig. 25 illustrates another modified arrangement ofconduits by which maneuvering forces may be concentrated adjacent thebow and stern of the vessel by an arrangement of conduits passingthrough the pumping machinery adjacent the bow and stern andsubstantially bent vupon themselves to provide immediately adjacentintake and discharge pressure ports; Fig. 26 illustrates schematicallyan arrangement of re'ciprocative reversiblepump with manifolds atopposite ends thereof towhich multiple conduits are connected fordistributing the maneuvering forces in the several embodiments of myinvention; Fig. 27 illustrates the application of my invention to asubmarine in which conduits with pumping machinery interposed in seriestherewith adjacent the amidship section of the submarine extendlongitudinally of the vessel and terminate adjacent the bow and sternfor delivering pressure effectsat opposite ends of the vessel; Fig. 28shows the application of the ingofthe submarine;--Fig. 30 shows theapplication of the conduit system of myinvention to a submarine inwhich'diagonally extending conduits terminate above and below the-hull of thesubmarine from the same pumpingmachinery by which submergingand emergingof the submarinemay be facilitated; Figx31-shows the application oftheconduit system to a submarine where diagonally extending ducts passvertically through the submarine with independently disposed} pumpingsystems arranged in series with the ducts Fig, 32 me vertical elevationof a vessel' equipped with the maneuvering system of my invention andillustrating themanner in which the curved conduits extend from thepumping machinery in the hold of vessel to intake and dischargeport's-in thesides of'the hull at distances substantially above thecenter of' gravity of the mass of the pumping machinery; Fig. 33 is ahorizontal sectional view'taken substantially on line 3333 ofFig. 32 andshowing the pumping machineryinstalled in the vessel inpositions belowjthe intake and discharge ports at the sides off-the vessel andillustrating the drive mechanism for the pumping machinery; Fig. 34 is aschematic view showing the manner of controlling thepumping machineryfrom the pilots positiononfthe'vessel and diagrammatically showingthespeed control means for the driving motors and schematically showingthe reversing means for controlling the direction of fluid flow througheach of the conduit systems; Figf35 is an enlarged fragmentary sectionalview taken through one form of reversible pumping system which may beemployed for quickly controlling the flow of fluid in eitherdirection'through the conduits extending through the hull of the vessel;Fig. 36 shows one arrangement I may provicle for closing the pressureports in the hull of the vessel at each end of" the conduits, the viewshowing the valve in closed position; 37 is a view similar to Fig. 36showing the valve in open position; and Fig. 38 is a top plan view ofthe 'motor control means for the valve illustrated in Figs. 36 and 37and showing schematically the electrical circuit and the circuitcontroller therefor which is located at the pilot's position to enablethe navigator to quickly open or close the required valves,

.. Myinvention is directed to a system for controlling. the navigationof vessels for increasing the, precision of theresponse of large vesselsto the, helm and facilitating the warping of such vessels into port. Iprovide conduits arranged through ,thevessel and connected with pumpingmachinery so disposed in the hold that the center of gravity of theconduits and the pumping machinery is in close proximity to thelowermost portion of the beam of the, shipfor stabilizating the shipagainstthe lateral thrust of forces developed through the conduits bythe pumping machinery. The pumping machinery employed in the system ofmy invention is, controllable both in direction of movement and speedfrom a control position on the vessel so that'thrust forces may bedeveloped and quickly controlled by the movement of sea, water throughthe con-- .duits. I arrange the conduits through the hull of the vesselin such manner that navi ating forces of maximum effectiveness aredeveloped which arecontrollable to a high degree of preforcesforxmaneuvering .the vessel. .:In dis'tribut-' ing the conduits withrespect to the pumping machinery in the hold of the vessel in positionswhich will provide maximum stability. for the vessel .even underconditions where side thrusts aredeveloped, particular care must betaken with respect tothe symmetry .of the arrangement of thepumpingmechanism and with respect to the centero'f :gravity of thepumping means and associated conduits. Unless special precautions aretaken concerning the placement of the pumping machinery there is dangerof-capsizing of the'vessel by reason of thelateral side thrusts impartedto the vessel through the forces developed by the pumpingmachineryeffective through the conduits. Recognizing the advantages ofthe system of conduits through the vessel as means for facilitatingnavigation while appreciating the'dangerous problems introduced byforces developed through such conduits, I have devised systems ofconduits which are curved and shaped in such manner that the points atwhich thrust forces are developed in the sides of the 'hull may besubstantially above the pumping machinery so that the added mass of theconduits and the pumping machinery is .empioyecl to advantage foreffectively stabilizing the vessel against the effects of the thrustforces. The'pumping machinery is'reversible underquick control ofthepilot so that maneuvering forces maybe developed at the stern, bow oramidsliip sections of the vessel independently of the main propulsionsystem .of theship. The conduit system may also be used for effectivelyincreasing the propulsion forces either forward or backward in the caseof vessels or-in the case of submarines in facilitating the emerging andsub-- merging of the submarine. My arcuate conduits and otherconstructions .of conduits are equally valuable in the maneuvering ofaircraft. When the conduits are not in operation, lymay employ suitablemeans to. complete the streamlining :of the vessel external. to theterminal points of the conduits, if desired.

Referring to the drawings in detail, reference character I designatesthe outline of the hull of the vessel showing pumping machineryinstalled adjacent the'stern at 2 and adjacent the bow at '3". 'Thepumping machinery is disposed in series in conduits rand iwhich arecurved on centers lying between the conduits and theqamidship section ofthe vessel. The conduits and 5 are thus curved along axes which areconcave with respect to each other. Seawater is pumped through-"theconduits 4 and E by pumping machinery 'Z-and respectively, in eitherdirection as required to develop thrust forces at either side oithevessel. In aircraft installations employing air turbine pumps, air maybe pumped through such conduits. Similarly inall other instances wherethe system of my invention has been described andillustrated inconnection with vessels, myinventionis applicable forces to be developedat the most effective po-' sitions adjacent the hull. The ballasting ofthe vessel by reason of the added massof the conduits and the pumping.machinery is highly important and the conduits may be so curved that thecenter of gravity of the added mass constituted by the conduits andpumping machinery is in the lowermost portion of the hull.

In Fig. 2 I have shown conduits 6 and 1 passing through pumpingmachinery 2' and 3 and curved eccentrically with respect to each other.Thrust forces are thus obtained closer to the bow and closer to thestern in the arrangement of Fig. 2 than in the arrangement of Fig. 1which in some instances facilitates maneuverability of the vessel.

In Fig. 3 I have illustrated a composite arrangement of conduits bywhich the advantages of the thrust forces developed in the arrangementsof both Figs. 1 and 2 is obtained. The pumping machinery 2 and 3 in thearrangement illustrated in Fig. 3 is provided with manifolds which Ihave indicated at 8, 9 and at it] and H, respectively. These manifoldsserve as connecting means between the pumping machinery and the curvedconduits. For example, the conduits 6 and 1, equivalent to thecorresponding number of conduits in Fig. 2 connect through manifolds 8and H with pumping machinery 2 and 3. Manifolds 9 and I8 serve asconnections between conduits 4 and 5, equivalent to the correspondingnumber of conduits in Fig. 1 with the pumping machinery 2 and 3,respectively. To facilitate maneuverability of the vessel, valves whichare remotely controlled from the piloting position on the vessel serveto control the effectiveness ofselected conduits. I have indicated thevalves schematically in each of the conduits shown in Fig. 3. That is,the conduit 6 is provided with control valves 6a and 6b; conduit 4 isprovided with control valves 4a and 42); conduit 5 is provided withcontrol valves 5a and 5b; and conduit 1 contains control valves la andlb. By opening or closing selected valves, selected conduits arerendered effective to develop thrust forces for maneuvering the vesselin desired positions.

In Fig. 4 I have shown an arrangement whereby thrust forces may bedeveloped in close proximity to the amidship section of the vessel,although the pumping machinery 2 and 3 remains in symmetrical locationsadjacent the stern and bow of the vessel. I have illustrated conduits i2and I4 passing through the pumping machinery 2 and 3 and curved towardeach other and passing through the hull of the vessel adjacent oppositesides of the amidship section of the vessel where thrust forces may bedelivered through the conduits functioning either as intake or dischargeunits. In Fig. 5 I have shown an arrangement of conduits in which aresoluduits are directed toward each other.

tion of forces may be obtained by combining the pressure effectsobtained through the operation of the pumping machinery 2 and 3 througheither transverse conduits l5 and It or curved conduits I1 and I8 or thecombination thereof. The

combination of effective forces is obtained by the control of theposition of the sets of valves |5a and H5?) in conduit l5, or Ila orill) in conduit ll, or [6a or [6b in conduit It, or lBa or I8b inconduit 18. These valves maybe independently and remotely controlled forrendering the conduits selectively effective in developing the requiredthrust forces.,

In Fig. 6 I have shown a composite arrange- 3 driving in oppositedirections.

ment: of conduits by which the advantageous results produced both by thearrangement illustrated in Fig. 2 and the arrangement illustrated inFig. 5 may be utilized. I have shown the transverse conduits !5 n and I6extending serially through the pumping machinery 2 and 3 with theconduits I! and i8 connected therewith as explained in connection withFig. 5 in combination with conduits 6 and l illustrated in Fig. 2.Control valves 6a and 6b are located in conduit 8 and control valves la,and lb are located in conduit 1. The control valves as previouslydescribed in connection with Fig. 5 are arranged in the other conduits.vI have shown the conduits 6 and I displaced toward the bow and the stemto a greater degree than the arrangementillustrated in Fig. 2 fordeveloping thrust forces closer to the bow and stem in coaction with thethrust forces developed transversely of the beam of the ship adjacentthe ends thereof through conduits l5 and I6 and amidships throughconduits I1 and [8. The intake and discharge ports for conduits l1,and-l8 develop pressures amidships but because of the curvature of theconduits, establish driving forces substantially longitudinally of thevessel. Pressures exerted through the valved portion la of conduit 7 andthe valved portion 18b of conduit I8 and through the valved portion Ilaof conduit. I! and the valved portion 61) of conduit 6 tend to shift thevessel diagonally toward the beam with the pumping machinery 2 and 3 asschematically illustrateddriving toward the right. Conduits I8 and 6driving in the same direction would not assist the vessel in moving in alarge circle unless conduit 6 is curved around to the stern or near thestern. In the arrangement shown in Fig. 5 circularv movement of thevessel could be obtained by operation of conduits I1 and IS with thepumping machinery 2 and 3 driving in opposite directions; or conduitsl6, l8, l1 and [5 could be utilized with the pumps 2 and The placementof the pumping machinery is of prime importance in the proper balancingof the vessel under conditions of the additional thrust forces which areincident upon the hull of the vessel.

In Fig. '7 I have shown the manner in which conduits may be looped toconnect with the pumping machinery and deliver the required thrustforces. Conduits I9 and 20 are looped upon themselves and pass throughthe pumping machinery indicated at 2 and 3. In order to symmetricallylocate the pumping machinery 2 and 3 in the vessel, the loops throughthe con- Adjacent the amidship section of the vessel, I providetransverse conduits 2i and 22 which merge with arcua-te shaped conduits23 and 24 which termifor illustrative purposes as being constituted byrelatively small loops butit will be understood that the pumps may belocated near the amidship section of the vessel, and relatively largeloops employed to carry the terminal points of the conduits over to theopposite sides of the vessel verynear the bow and stern. This isadecided advantage on a light swift vessel, since see ers In Fig. 12 Ihave shown a method of combine transversely disposed conduits s'iich" as[5 and l6. of Figs b and 6 with diagonally disposed conduits e itendingtoward each other" and 'toward the anridship sectiorlof thejvessel. Ihave show the di nal y d p sde i and 4; conne'otedfwith the pumpingmachinery at 2 and 3, respectively. The diagonally disposedcondllits andare provided with control valves Ala and Mb and 42a and 42b; respectiviy; The

. transversely extending conduits la and I6 are having straight sectionsare advantageously utilizedr i 1 In I have shownconduits 21 and 28 hav nr on extending i 'sl i n 'l adl t other and coupled with 'the'pumpingmachinery 2 and 3, respectively. Components of driv ing forces are thusdeveloped atioppositejsides'fo f the vessel r i r m e e hiese qn. the owhile maintaining the maximurn n as pumping machinery adjacent; thebowand stern of the vessel. The thrust. force developed by tlfie conduitterminating on the portside o f the ves seltends to drive the vesseltoward the starboardwhile the vacuum established atthe oppositeend ofthe same conduit tends to draw the vessel toward the starboard. Iircoaction with the forces developed by onebent conduit, forges;

developed by the complementary bent conduit may drive the vessel in theopposite direction, tending to draw the stern around towardthe port.

e e i e e yio me eace is. one bes conduit to tend to drive thevesselforward while the pre'ssure in the coasting conduit tends to drive thevessel backward, therebyenablingfthe vessel to be revolved in a circleby reason o f the additional thrust forces developedthrough the bentconduits.

In Fig. 9 I have shownan arrangemento f bent senders h n Portions whic.exi f i i" Q15:- tus e. angles with respect to each other as shown at3| and 32. The bent conduits 3| andtg are each connected with thepumping machinery 2 and 3'; respectively, and serve to deliver fmaneu-In Fl g 10 I have shown a composite offbent conduitsfor obtaining theadvantageous results of the conduits illustrated thearra nge merits ofFigs. Sand 9. In FigQi O. the pumping machinery Zand 3 is provided withrnanifolds35 and 36 and 31 and 38 which connect with bent conduits 3|and 21 and 28 and iig respeotively. These bent conduits are eachprovidedwith in. dependently actuated control valves indicated at 310iand 3lb and 21a and l lb and 2 8o and 28b and 32a and 32b as shown.'l'hrustiorces may thus be obtained by this arrangement of bent conduitsand developed in a plurality or oli v rections giving resultant iorcestending to drive the vessel forward or backward or in a curved path andfacilitating maneuverability 0f the yessel with a high degree ofprecision. i

Fig. 11 shows an arrangement of diagonally disposed conduits 39 andlfl'extending from the pumpingmachinery indicated at and 3 Conduits 3 9and 40 extend from the pumping rnachineryl and 3, respectively,throughthehull l to ports in the sides of the hull closely adjacentthe'amidship section, Thrust forces may be developed at opposite sidesof the hullatthesame time that the vessel: is not impaired;by thepumping machinery located adjacentthebow and sternaof the vessel. l

vering forces 'at the bow and sterner the'vessel. V

provided as before with control valves 15 and i5?) and emma IB b,respectively The fact that controllable thrusts may be developed atposip;0 sja1 5a th exterior of the hull ihsures increasedmaneuverability of the vessel.

Injig. 13 l2.have shown a method of obtaining additional fieziibility inmaneuverability of the vessel by fco'ntinuingc'onduits' 4i and 42 shownin Fig. 12. through the diametrically opposite sides of thejcasih of thepuinping machinery a trl'rbugii the hullto the exterior'of the vessel asiii'q'ie t a at 143 and tiiespeeuveiyl valves 43a ari 43b and 'taa' aeapa loare" arranged in the cohdiiits 43 and to enable thesecon'auitsto bemade selectively 'efiective' o1" ii'ieipfecti've as rediiire'dindeveloping the thrust forces in thedes r a position about'the It' willbe unders tood; that the 'c'onduits are rendered selectively effectiveand may'not' an tensed simultaneously.

By driving through selected pairs of conduits the vessel "b" "give'n 'atwisting'motion for. dockiiigpurp se that'is' eice'edingly'desiralole.fThe rrdiiits'f new be closed by the" valves x 'whichthe angul'a'rlybentconduits and 142". connected. with the pumping machinery 2 prov e forthe establishment of thrust forces'fore of the vessel whilea combinationof conoicate'tl amidships provide for the developnient'of forcesadjacent the amidship section of the ve'sselg; Pumps 25 and'ZEi locatedadjacent the amidshipfiection of the vessel are serially connectedifitransversconduits 45 and 46; re-

control theperat on of transverse. conduit as andvalves 48a andglfiharearranged to control theohe'ra'tion of transverse conduit "46.Bent co'nduits 4T connectwithpun p 25 and terminate trolling thedifierent valves,thrustforces are develdped enthe port and starboardside of the vessel which are readily controlled for preciselynianeuvering the vessel. U v lnliig. 1 5 l have shown an arrangement ofdiagonally disposed conduits 49 and 58 arranged in jaivessel. The pumpindicated at 2 is disposed in series with endon-5o while the" pumpindicated at t'isj disposedin serieswith conduit liiJConduit 49'passesbeneath conduit 58'." The forward .a ises"e d ete mae on p s e se offthe bowof the vessel while the aft ends of the hdl szieil e aft 9fthe, em hip, eme of evess lt. T ma s far sea water, thr u the 'oonduits,for developin g forces in such posii ns a wi l s rv touas i ie y m neuer the vessel. I It will be observed that in Fig. 15, the

"obtaihin'g'stillrinore effective action. I411 have'jshowii anarrangement of "aft portion of the vessel.

'pumpingn ach ineryi of the conduits.

and individual to each "In Fig. "16 I have shown the manner in which asingle pumping system serves the two diag- V In this arrangement thethrust forces are developed-more onally extending conduits 52 and 53.

oloselyadjacent opposites'ides of the bow than in 'the' arrangementshown in Fig. and thrust forces may be developed in positions moreclosely adjacent'the stern of the vessel through the ends of conduits 52and 53II Valves 52a and 5% arearranged in conduit 52. v ar arranged inconduit 53. By operation of Valves 53a and 53b forces fore and after thevessel. I have illustrated in addition to the pumping machinery 2 and 3disposed in conduits 54 and 55, respectively, adjacent the forwardportion of the vessel, the pumping machinery 5B and 5'! arranged inconduits 53 and 59, respectively, adjacent the Byreason of theindependent forces which may be developed by the operation of theseveral pumps, considerable improvement in thev navigability of the'vessel is obtained. 1 I

In Fig. 18 I have'shown anarrange'ment of conduits 55 and 55. and 58 and59 similar to the arrangement shown in Fig. 17 except that pumping"machinery 60 is provided in common for conduits .55 and 55, whilepumping machinery BI is provided in'common for conduits58 and '59.Valves 54a and 54b and 55a. and 55b arearranged in conduits 55 and 55,respectively. Valves158a. and 58b and 59a. and 59bv are arranged inconduits .58 and 59, respectively. Thus .it will be seen that a multiplenumber of conduits maybe united. and controlled by a single pump or theconduits maybe arrangedindependently and each controlled through its ownpump.

In Fig. 19 I have shown a'manner of obtaining'even greater flexibilityof control by increasing the angular disposition of conduits 54 and 5 5and conduits 58 and59 with respect topumping Imachinerylil] and Blandthen extending tr'ansversely disposed conduits 62 and 63. through the Ipumping machinery 60 andBI. Valves are arranged in conduits 54 and 55and 58 and 59 as explained in connection with the arrangement shown'inFig. 18., In addition, the transverse conduits 6 2 and-63 have valves62a, 62b, 63a.

and 63b arranged therein for controlling the effectiveness of theconduits. By reason ofv the termination of the several conduits inspaced positions around the hull, forces may be de-,

veloped having such resultants as will effec- .tively maneuver thevessel as required.

The angular disposition of the conduits is of very great importancebecause of the spacial relation of the terminating ends of theconduitsin the sides of the hull. In Fig. I have shown the manner in whichthrustforces are developed adjacent the -fore and aft portions of thevessel as distinguished from the 90 relationship of conduits 54 and 55and conduits 58 and59 in the arrangement shown in Fig. 18. 'It will beungassed 'dersto'odthat the arrangement illustrated in Fig.-20 shows anacutely angled relationship of the conduits and is not restricted to the30 relacontained within casing 6|.

By manipulation of selected control valves, the thrust forces may beselectively delivered to those parts of the vessel which will insure theproper maneuvering of the vessel.

In order to obtaindistribution of the maneuvering forces in positionscloser to the amidship section of the vessel and closer to the bow andstern, I may change the angular relationship of the'conduits asillustrated in Fig. 21 wherein conduits 68 and 69 extend from thepumping machinerycontained in casing while conduits Ill and extend fromthe pumping machinery Flow of water through conduit 68 is controlled byvalves 68a and 68b'while flow of water through conduit 69 is controlledby valves 69a and 69b. Similarly, flow of water through conduit 10 iscontrolled through valves 10a and 70b while flow of water throughconduit H is controlled by valves Ila and 'llb. Manipulation of selectedvalves enables thrust or suction forces to be made efiective atsubstantially the amidship section of the vessel and in a position closeto the bow and stern of the vessel. h

"In the arrangements shown in Figs. 18-21, I may employ rudimentaryconduits leading from the pumping machinery and connected to branchesleading to the several conduitsillustrated in Figs. 18-21. The circleshowing the pumping machinery may be regarded as illustrative of'thelocation of'the pumping machinery tending curved conduits 12 and 13within vessel Iarranged to overcome head resistance at I the bow anddrag at the stern of the vessel for 12 while the separate reversiblepumping machinery I5 is included'in conduit l3. It will be seen thatconduits 12 and 13 are both curved from positions adjacent the port andstarboard sides of the hull to positions adjacent the bow and stern ofthe vessel. When the pumping machinery l4 and 15 operates in the samedirection, water may be driven backward through the conduits l2 and I3,thereby'reducing head resistance at the bow and neutralizing drag at thestern so as to drive the vessel forward. By operating the pumpingmachinery l4 and 15 selectively both as tospeed or direction, twistingand maneuvering forces may be introduced which aid in the swinging ofthe vessel within a small area.

In Fig. 23 I have shown another method of distributing thelongitudinally extending conduits with respect to the pumping machineryM- and 15. In this arrangement conduits l6 and 1'! are providedextending along substantially curved paths which are concave withrespect to each other and terminating in positions in the hull some'whatremoved from the bow and stem. The conduits in Fig." 23 may be used spae /4.

separately with their individual pump as aruseful maneuvering system, todraw the vessel" forward and around toward one side or the other.

By selectively controlling the speed and direction of operationofpumpingmachinery I4 and 15-,Ia vessel-may be warped toa dock within asmall area. It will be observed that-conduits I3 and'll'terminate insuch positions adjacent the 'bow and stem that pressures may bedeveloped at points somewhatremoved" from the bow and stern.

Myinventionalso contemplates the combination of conduits illustrated inFig. 24 in which thecurved conduits I8 and "I9 extendfrom the samepumping machinery shown at 80. Valves 18a and 18b are provided inconduit -18 while valves-19a and 'l 9b are provided in conduit I9.

By selectively controlling the valves, the pressure through one curvedconduit may be utilized to the exclusion of pressure through theotherconduit.

As illustrated in Fig. 25,-I may concentrate the forces which may bedeveloped "directly at the bow or at the stern of the vessel. In thearrangement of Fig.25, independent pumping in- Y stallations areprovidedadjacentthe bow and stern of the vessel as indicated at 8| and82, respectively. Conduits of arcuate contour are turned upon themselvesto form. almost a complete I circle with the pumping machinery locatedtoward the amidship section of the vessel.

I have shown conduit 83 adjacent the bow of the vessel extending frompumping machinery M with the opposite extremities of the conduit 83terminating at: the bow of the vessel adjacent each other at 83c and89!). At the stern of the vessel, conduit 84 extends from pumpingmachinery 82. and is bent upon itself so that the ends Ma and 84bterminate at the stern onopposite sides of the center line immediatelyadjacent each other. This arranger'nentiofbent conduits allows thepumpingmachinery tobe placed at the. most favorable location possible,remote from the path between the openings of the conduits; and at thesame time, the twisting operation imparted to the vessel is effective atthe most favorable points with respectto the hull of the vessel, thatis, at the mostext-reme points in boththe bow and stern. 1 8.36 or 84aandfifih may be arranged one above the otherso that the respectiveconduits jiorm a complete. circle and more effective thrust forces aredeveloped. Similar conduits may be pro vided atvarious positions in thehull of the vesof branch conduits indicated at 86 and, 81. The

branch conduits 86 include three conduits shown at 86a,, 86b andiltarespectively, containing control valvesBBa', 86b" and 860'. Thebranch conduits 8'! include three conduits 81a, 81b and 810, each ofwhich are controlled by valves 87a, 8112 'andv8-lc, The pumpingmachinery 85 is representative of any class of reversible pump suchas 'areversible centrifugal pump, areversi- .ble' i rotary. pump, on:awreversible centriiugatory a uplenpumnu Outlets 83a and 'sented at IOIand I02.

- The applicationof the principles of myfinvention to=undersea,craft orsubmarines. hasbeen illustrated in Figs. 27-31, wherein the hull :of thesubmarine has been shown generallyat 88; the views showing a verticallongitudinal section through the'submarine.

In Fig. 27 I have shown an arrangement of curved conduits 89 andeikwhich extendlcngi tudinally of the submarine and terminatedirectilyat the bow and stern ofthe submarine. The conduits in theirlongitudinally extending. portions in the amidship section of thesubmarine contain series arranged reciprocatory pump systems 9| andQZ,respectively. Forcesare developed through the conduits 89 and 90immediately at the bowof the submarine-at the terminus of the conduitsas indicated at 89a, and 90a. Forces are developed at the stern of thesubmarine at the terminus of conduits 89 and 90 at89b" and 9% asindicated. Thepressures developed fa;- cilitate submerged or surfacenavigation of the submarine. I

In Fig. 28 I have shown the manner in which the curved conduit system ofmy invention may I be used to facilitate diving and emerging-operationsof the "submarine. Conduits 93 and 94 'are arcuate shaped in contour andextend in opposite directions with respect to each other terminating atthe bottom of the hull of the submarine and at the top of the hull ofthe submarine as shown. Bythis arrangement, pressures are developedbelow and abovethe submarine under control of the pumping machinery 9|and InFig. 29 I have shown the manner in which the same pumpingmachinery 95 may be employed to develop' pressures efiectively beneaththe bottom of the hull of the submarine or above the top of the hull ofthe submarine. Inthis arrangement, curved conduits BSand 91 extend fromthe same pumping machinery '95 and terminate adjacent the top of thehull of the submarine and adjacent the bottom of the hull of thesub-marine as shown. Valves 96a and 961) are arranged in arcuate shapedconduit 96 while valves 91a and 91?) are arranged in the arcuate shapedconduit 91.

I may employ diagonally arranged conduits-extending longitudinallythrough the submarine as illustrated in Figs. 30 and 31. In Fig. 30;pumping machinery indicated at 98 is arranged amidships of the submarineand conduits '99-'and I00 extend diagonally through the submarine.-Provision may be made for laterally curving the conduits 99 and I00 outof the center line of the submarine and locating the pumping machinery98 oif the central axis of the submarine to avoid interference withnormal operations of the boat. The conduits 99 and I00 develop forcesabove and below the hull of the submarine, thereby facilitatingsubmerging and emerging operations.

In Fig. 31 I have shown anarrangement of conduits individual to separatepumping installations wherein independent pumps are repre- Pump I UI islocated in series with diagonally extending conduit I03, while pump I02is disposed in series with diagonallyextending conduit I04. Separatecontrols to the pumps WI and I02 enable pressures to be built up ineither conduits I03 or I04 in the re quired directions. It will beunderstood that the pumpslfll and I 02 are located off center of thesubmarine and that the conduits I03 and I04 are laterally bent topositions which will not interfere with the inormal. maneuveringbf thevesselar.

.ermost position of the hull. pumping-machinery I01 and I08 is quitesubstanshaft I I I.

In all of the views which have been heretofore described, it will beunderstood that the conduits .may be so shaped and directed that pumpingm'achinery whilelocated in the general position illustrated in theseveral views is actually out of the path of the center of the vessel sothat the normal working space within the vesselis not interfered withand all of the normal equipment aboard such vessels may function in itsregular and intended manner without interference from the addedequipment contemplated by my invention.

InFigs. '32 and 33 I haveshown one of the practical embodiments of myinvention within vessel I. In Fig. 32 I have illustrated insideelevation the manner in which the conduits I05 and I06 are bent upwardlyfrom the pumping machinery I! and I08 whichis located in the low- Themass of the tial but this mass is usefully employed in applicantsarrangement as stabilizing ballast for the vessel. The pumping machineryis disposed out of alignment with the terminating ends of the curvedconduits I and I05 so that the center of gravity of the pumpingmachinery may be located at positions in the vessel which will in-:crease the stability of thevessel for navigation.

In Fig. 35 I have shown in lateral cross section, one form of pumpingmachinery adapted for use inthe systemof my invention. The pumpingmachinery includes a preformed casing I09 with rotor IIO journaledeccentric to casing I09 as indicated generally by the mounting ofdriving The rotor IIO includes a multiplicity of radially disposedpockets H2 in which vanes 4 are slidably mounted. Vanes II I arecontinuously urged outwardly in pockets H2 by confined springs H5tending to thrust vanes H4 into continuous engagement with the central.

trackIIS which throughout a portion of the opposite arcuate shaped wallsof the casing" I09 is contiguous with the walls of the casing. Thedriving shaft III is operated through bevel gear I" as shown moreparticularly in -Fig. 34 which may be driven clockwise orcounterclockwise through either bevel gears IIS and H9. Bevel gears IISand II9 are carried by sleeve I20 which is slidably keyed to shaft I2Ijournaled in-bearin s provided in uprights I24 and I25. Sleeve I20carrying bevel gearsIIB and H9 is engaged by a collar shown generally atI22 through which sleeve I20 may be shifted by operation of hand leversystem I23 to permit engagement of either bevel gear H8 or H9 with bevelgearII'I. lever system I23 terminates at the control position of thevessel and may include a number of linkages and cables all of which arecontrolled from hand lever I23 in the control positionof the vessel toeffect shifting of-bevel gears I 33 r motor'I25 is controlled at thesame positionat which the direction of movement of the pump iscontrolled through lever. system I23, as representedby the control boxor rheostat I29.. Thus The it will be seen that the speed and directionof movement of the pumping machinery are conitrollable from the pilotsposition on the vessel. The clutch I29 is provided so that in the eventthat obstruction should occur in the conduit I05 which might interferewith the movement of reitor IIO,-failure of the drive shaft may beeliminated by slipping of the clutch. The description thus far. givenapplies to the forward drive in the bow of the vessel. The arrangementadjacent the stern of the vessel for the pumping machinery I08 isidentical with the arrangement adjacent the bow of the vessel and forpurposes of explaining my invention Ihave shown similar parts withsimilar reference characters which are in each instance primed toindicate the mechanism adjacent the stern of the vessel as distinguishedfrom the mechanism adjacent the bow of the vessel. The control circuitfor the electric motor I26 extends to the control rheostat I29 adjacentthe reversing lever' mechanism I23." through circuit designated at I30.The reversing lever mechanism operated by lever I23 through collar I22to eiiect engagement of either bevel gears H8 or H9 with bevel gear I I1is operated through suitable link connection I3 I The variable speedcontrols I29 and I29 and the direction of operation controls I23 and I23are all in a position in which the pilot may control the operationthereof while controlling all of the other multifarious functions of thevessel. In addition to the controls illustrated in Fig. 34 a furthercontrol may be provided at the pilots position as represented in Fig. 38in the form of a reverse switch I32 which controls the power circuit toa motor I33 located adjacent each of the junctions of the conduits withthe hull of the vessel. In Figs. 36, 3'7 and 381 have illustrated themechanism controlled by motor I33. Figs. 36 and 37 are views lookingfrom the interior of the hull outwardly toward the side plates of thehull of the vessel I. The conduit I05 has a guide I34 interposed betweenthe end of the conduit shown at I05 and the side plates of the hull I.The guide I34 is adapted to receive slidable plate member I35 which istransversely slidable between the interior of the side plate I of thehull and the end of the conduit I05. The plate I35 is provided with apair of oppositely disposed guide portions I36, one of which may beprovided with rack teeth indicated at I3! adapted to be engaged by gearI38 which is 'op-.

erated by motor I33. The plate I35 when moved transversely between theend of conduit I05 and the port I39 in the side plate I of the. vesselwill close the conduit I05. A relatively tight seal is provided betweenguide I34 and plate I35 so that leakage of water into the-hull isprevented. By closing port I39 by means of side plate I35, conduit-I05may be rendered ineffective and the vessel operated undernormalconditions. Motor I33 is driven forward or backward within predeterminedlimits by closing the power circuit thereto through reverse switch I32to close or open the ends of the conduits. Selected conduits may beprovided with this type of control while other conduits remainpermanently open or all conduits may be provided with the controlmechanism of Figs. 36, 3'7 and 38.

The valves in the several conduits have been shown as manually andlocally controlled devices for the purpose of simplification but, itwill be understood that all of these valves may be electricallymotorized and remotely controlledfrom the control position of thevessel. 'Such control gssam motors are reversible in direction foropening or closing the'valves selectively from a distance.v It willbeunderstood that with the conduits arranged asin Figs; 10* and 13 andFigs. 16-21, adiagonal thrust is obtained whichjisfvery use- 5111, forexample, in warping a; large vessel into its-berth alongside of apier.With certain combinations shown in Figs. 3 and 6, forces may bedeveloped that likewise aid in producing diagonal shifting ofthevessel.I v

the arrangement shown in Fig. 24 there is also-produced diagonal motionwhich is effective in facilitating navigation of the vessel.

By skillful control of the speed and direction of the pumping machinery,a large vessel may be maneuvered with precision in entering or leaving aport, or the propulsion of a vessel facilitated in association with thenormal propelling means;

I have described my invention in certain of its preferred embodiments,but I realize that modifications of my invention may be made and Iintend no limitations upon my invention other than may be imposed by thescope of the appended claims.

What I claim as new and desire to secure by Letters Patent of the UnitedStates is as follows:

1. Mechanism for maneuvering a vessel having a hull, comprising pumpingmachinery located adjacent opposite ends of the vessel, conduitssubstantially looped upon themselves, said conduits being individual tothe pumping machinery in each end of said vessel, one of said conduitshaving its ends located adjacent each other and opening through the hullof the vessel substantially at the bow thereof and the other of saidconduits having its opposite ends located adjacent each other andopening through the hull of the vessel substantially at the sternthereof, and means for controlling the speed and operation of saidpumping machinery, the resultant 'of the fluid forces conduit; systemdue to the movement of fluid through said system being substantially inthe line of'movement of the openings in said hull.

4. Mechanism for maneuvering a vessel having a; hull, in a turningmovement, independently of the'main steering means of the vessel,comprising a conduit having openings located at selected immediatelyadjacent positions in said hull, and pumping ma chinery in said conduit,said conduit being disposed within said hull "between said openings andcontinuously curved symmetrically from the middle to the opposite endsof said conduit, the fluid moving through said conduit during saidturning movement being effective to stabilize the maneuvering of saidvessel, and the forces of reaction at the openings of said conduit dueto the movement of fluid therethrough being substantially tangential tothe curve of said conduit.

5. Mechanism for maneuvering a vessel having a hull, comprising conduitssubstantially looped upon themselves and having their respective endslocated adjacent each other and opening through the hull of the vesselat selected positions, pumping machinery in said conduits, and means forcontrolling the speed and operation of said pumping machinery, theresultant of the fluid forces at the openings of the ends of eachconduit being in a direction tangential to the arc of the respectivelooped conduit.

6. Mechanism for maneuvering'a vessel having a hull, comprising aconduit substantially looped upon itself and having its ends locatedadjacent each other and opening through the hull of the vessel atselected positions, said conduit being substantially circular in formbetween said openings, and pumping machinery in said conduit, the fluidmoving through said conduit under the action of said pumping machinerybeing effective to stabilize the maneuvering of said vessel, and theresultant of the fluid forces at the openings of said conduit being in adirection a tangential to the arc of the substantially circular of saidvessel, individual conduit systems connected with the reversiblepropulsion mechanism at each position, each of said conduit systemsincluding inlet and outlet conduits extending from the respectivereversible propulsion mechanism to opposite sides of said vessel andopening through said hull in positions adjacent each other in therespective bow and stern sections of said vessel for operation inexecuting a determined,

maneuver with said vessel, and means for controlling the speed anddirection of operation of the reversible propulsion mechanism at eachposition for aiding in the execution of the desired maneuver.

3. Mechanism for maneuvering a vessel having a hull, in a turningmovement, independently of the main steering means of the vessel,comprising a conduit system having openings located at selected adjacentpositions in said hull, and pumping machinery in said conduit system,said conduit system being disposed within said hull and extendingbetween said openings in a continuously curved path constituted by asubstantially U-shaped section and sections connected therewith andcurved toward each other, the fluid moving through said conduit systemduring said turning movement being effective to stabilize themaneuvering of said vessel, and the forces of reaction at the adjacentopenings of said conduit. I

7. Mechanism for maneuvering a vessel having a hull, comprising aconduit substantially looped upon itself and pumping machinery in saidconduit, said conduit having its oppositeintake and discharge endslocated adjacent each other and opening through the hull of the vessel,and means for controlling the speed and operation of said pumpingmachinery, the resultant of the fluid forces at the opposite ends ofsaid conduit being in a direction substantially tangential to the curveof said looped conduit.

8. Mechanism for maneuvering a vessel having a hull, in a turningmovement, independently of the main steering means of the vessel,comprising a conduit having openings located at adjacent positions insaid hull, and pumping machinery in said conduit, said conduit beingdisposed within said hull and extending from one of said openings to theother of said openings, said conduit redoubling upon itself in itspassage from one of said openings to the other so that its ends aresubstantially contiguous at its points of exit, and means forcontrolling the speed and operation of said pumping machinery fordrawing in the fluid at one of said openings and driving it out at theother.

9. Mechanism for maneuvering a vessel having a hull, in a turningmovement, independently of themain steering means of the vessel,comprising a conduit disposed within said hull and having openingslocated at adjacent positions in said hull, and pumping machinery insaid conduit, said conduit being looped and redoubled upon itself in itspassage from one of said openings to the other, the ends of said conduitbeing substantially contiguous at their points of emergence, and meansfor controlling the speed and operation of said pumping machinery foraiding the maneuverability of thevessel.

10. Mechanism for maneuvering a vessel having a hull, in a turningmovement, independent- 1y of the main steering means of the vessel,comprising a conduit disposed within said hull, said

